Engine manifold



Jan. 11', 927.

3.- GROWE ENGINE MANIFOLD Filed Sept. '5 1925 l gwue'ntoc George Patented Jan. 11, 1927.

UNITED STATES GEORGE snows, or EAST CHICAGO, INDIANA.

ENGINE MANIFOLD.

Application filed September 3, 1925. Serial No. 54,327.

This invention relates to manifolds especially adapted for use on' the engines of Ford automobiles although not necessarily restricted to such use.

In the manifolds of which I am aware the explosive mixture is not uniformly distributed to the various cylinders and thisis attributed to the fact that the fuel mixture upon entering the manifold contacts with the front wall of the same and travels along this front wall so that the front cylinders receive a much richer mixture than the two rear cylinders. This causes substantial carbon accumulations in the two front cylinders increases the fuel consumption and generally decreases the efficiency of the engine.

Therefore an important object is to provide an internal combustion engine manifold having simple means whereby the explosive mixture is uniformly distributed to the various cylinders both as to volume and degree of richness. 7

Also an aim of the invention is to provide an internal combustion engine manifold which is of the same outline as the original Ford intake manifold and which may there fore be applied to the original Ford engine without materially changing the arrangement of the various accessories on the engine and which may beapplied without the exercise of unusual skill.

Other objects and advantages will be apparent during the course of the following description.

In the accompanying drawing forming a part of this application and in which like numerals are employed to designate like parts throughout the same Figure 1 is a vertical sectional view through the improved manifold applied;

Figure 2 is a horizontal sectional view taken on line 22 of Figure 1;

Figure through a slight modification of the improved manifold;

Figure l is a horizontal sectional view through the manifold illustrated in Figure the view being takeu'on line 4-4:;

Figure 5 is a horizontal sectional View through a modification.

In the drawing, the numeral 5 designates the improved manifold having an inlet branch 6 to which a carburetor 7 of any type is connected in the usual and well known manner.

3 is a vertical sectional view Figure 1 illustrates that one. side of the manifold'5 is provided with a substantially vertical wall 8 inthe path of travel of the fuel mixture from the inlet branch (5. .The side wall 9 at the rear side. of the manifold is arranged at an angle or is inclined and is decidedly out of the path of travelof the ture to the various cylinders and to over- 7 come this I have provided the front wall 8 with a substantially crescent shaped deflector or bafiie 12 arranged directly in the path of travel of the fuel mixture and having a bottom wall 14 arranged substantially parallel to the rear wall 9 whereby to direct the fuel mixture rearwardly toward the center of the manifold. When the fuel mixture is deflected toward the center of the manifold it partakes of what might be said to be a supplemental mixing so that it is supplied to both the front and rear cylinders in proper proportions.

It will be seen that the inwardly directed deflector 12 reduces the area of close contact of the fuel with the front wall 8 and consequently condensation of the fuel mixture as a result of traveling along the front wall of the manifold in close contact therewith is substantially reduced.

In'carrying out the invention the inwardly directed deflector may be made solid and cast integrally with the manifold opposite the point at which the rear wall begins to incline as shown in Figure 1. The inventive idea may be carried out as shown in Figure 3 wherein it is illustrated that the deflector 30 may have its bottom wall 32 curved to correspond to the curve of the rear wall 35 at its point of connection with the inlet 36 of the manifold. In this case the deflecting member may be formed during the casting of the manifold or it may be formed by stamping. In either instance the top wall of the deflector is oppositely curved relative to the bottom wall, as shown.

With reference to the foregoing description taken in connection with the acoompanying drawing it will be seen that the loo employment of the deflector will substantially increase the efficiency of the engine and at the same time will reduce carbon deposits in the front cylinders. The invention makes for economy in operation; increased power and the prolonged period of usefulness of the engine without grinding the valves and cleaning the carbon.

Figure 5 illustrates that the deflector, which in this figure is designated by the numeral 7 8, may be made with a straight edge without departing from the spirit of the invcntion.

Having thus described the invention, what claimed is- 1. In a manifold having a curved inlet branch, a substantially vertical front wall rising therefrom and an inclined rear wall above said inlet, a deflector formed on said front Wall above said inlet opposite the lower end of said rear wall.

2. A manifold comprising a hollow body having one substantially vertical wall and another of its walls being inclined, an inlet branch on said body and curved at its point of connection with said vertical and said inclined wall, and an inwardly directed deiiector carried by said substantially vertical wall, said deflector having a lower surface curved in correspondence wvith said inlet branch, and having an upper surface curved oppositely relative to said lower surface.

In testimony whereof I affix my signature.

GEORGE GROWED 

